Hydrodynamic transmission control



July 23, 1963 E. FROSLIE HYDRODYNAMIC TRANSMISSION CONTROL OriginalFiled Feb. 18, 1957 INV EN TOR. 400774711 i 74 5. 722

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3,098,507 HYDRODYNAMIC TSMESIGN CONTROL Leonard E. Froslie, Detroit,Mich, assignor to Chrysler Corporation, Highland Park, Mich, acorporation oi. Delaware Original application Feb. 18, 1957, Ser. No.640,804, now Patent No. 3,000,230, dated Sept. 19, 1961. Divided andthis application Mar. 27, 1961, Ser. No. 98,486

3 Claims. (Cl. 137628) This invention relates to a power transmissionunit primarily intended for motor vehicle use and is particularlyconcerned with the controls for a multi-speed transmission of this typethat will function to automatically provide three (3) forward drivespeeds and/or two (2) forward speeds with novel means for controllingthe changes in speed ratio in both npshifting and downshifting sequence.This application is a division of my parent application Serial No.640,804, filed February 18, 1957, now U. S. Patent 3,000,230.

It is a primary object of this invention to provide an improved type ofcontrol for effecting a manually or driver-operated change in speedratio drive through the transmission.

It is another object of this invention to provide an improved type ofthrottle pressure control valve -for a hydraulically operated enginedriven power transmission unit.

It is still another object of this invention to provide a novel type ofcombination throttle pressure control and transmission kiokdown valvethat are a unitary interrelated structure.

It is a still further object of this invention to provide a combinationthrottle pressure and kickdown control valve having pressure fluiddetent means to signal the initiation of the kickdown operation.

It is still another object of this invention to provide a single bore,multiple valve, kickdown and throttle pressure control valve unit withinterconnected fluid pressure chambers that cooperate to providehydraulic detent means a and snap action kickdown drive ratio changes.

Other objects and advantages of this invention will become readilyapparentfrom a consideration of the subsequent description and therelated drawings wherein:

FIG. 1 is an enlarged sectional elevational view of the throttle andkickdown valve unit with the throttle valve only partially open and thekickdown valve in its normal inactive position;

FIG. 2 is a view similar to FIG. 1 but showing the throttle valvesubstantially wide open and the kickdown valve moved to its kiclcdownposition; and

FIG. 3 is an end elevation of the valve shown in FIG. 2, the view beingtaken looking in the direction of the arrow 20 of FIG. 2 to show thekickdown valve operator. FIGS. 1-3 show the valve unit 7 that includeskickdown valve 230 and throttle pressure control valve 120.

, This unit 700 comprises a casing 220 having a bore extendinglongitudinally thereof that receives the axially shiftab'le throttlevalve 120 and kickdown valve 230. Valves 120 and 230 are interconnectedby a compression spring 124* so that rightward movement of the kickdownvalve 230 will initially cause a rightward shift of the throttle valve120. Extending concentrically about a por- 3,098,507 Patented July 23,1963 ice kickdown be accomplished during but not until the last five orten degrees of throttle valve opening movement. Such an arrangement hasthe least detrimental effect on engine torque usable for direct drive.

Operation of the combination kickdown and throttle pressure controlvalve is thought to be more or less obvious from a consideration ofFIGS. 1-3. As the accelerator pedal is depressed, the lever plate 1-17will be rotated counterclockwise and the finger portion 117a of plate117 will engage valve stem 231 and urge the kickdown valve 230 towardsthe right. Movement of the kickdown valve 230 towards the right will betransmitted to the throttle pressure control valve 120 by means of thecompression spring 124-. As throttle valve 120 moves rightward from itsposition in FIG. 1 line pressure in conduit 119a will be bled into thechamber 226 and transferred to the conduit 125 and its several branchconduits. The pressure fluid in chamber 226 is normally less than theline pressure because of the pressure regulating action of the throttlevalve 120. It will be noted that throttle pres-sure directed intoconduit 125 is applied to the reaction area 227 at the right end ofthrottle valve 120 and this same throttle pressure is also directed intothe chamher 228 at the left end of valve body 220 between the sleevepiston 223 and the land portion 232 of kickdown valve 230. During normalmovement of the accelerator operated throttle control 117a between itsclosed throttle position K (see FIGS. 1 and 2) and its substantiallywide open position M the finger portion 117a of the lever plate 117engages only the stem portion 231 of the kickdown valve 230. During thisthrottle opening movement through the arc K, M the force opposingmovement of the kickdown valve 230 is relatively light because itrepresents merely the throttle pressure applied to a relatively portionof the right end of throttle valve 120. It will be noted that thethrottle pressure in the chamber portion 228 opposes the throttlepressure applied to the right end of throttle valve 120 and thus theforce urging the kickdown valve 230 leftwardly is the force resultingfrom the throttle pressure against the differential areas of chamber 228and the area of the right end of throttle valve 120. However, when thefinger 117a of lever plate 117 reaches point M of its throttle valveopening arc of movement, the sleeve piston 223 is then picked up andmoved rightwardly at the same time that the kickdown valve 230 is beingmoved rightwardly. At the moment that sleeve piston 223 is picked up tormovement by the finger 117a of lever plate 117 the force urging thekickdown valve 230 leftwardly is materially increased for now the leverplate finger 117a must overcome the leftwardly directed force of thethrottle pressure against the full area of the right end of throttlevalve 120. Furthermore, at the time that lever finger 117a initiatesrightward movement of sleeve piston 223, the throttle valve 120 has beenmoved rightward to such a degree that line pressure from conduit 119anow flows directly into chamher 226 and thus the throttle pressure issubstantially equal to the line pressure p.s.i.) and thus the force onthe right end of throttle valve caused by the throttle pressure inchamber 227, is at its maximum. This same maximum throttle pressure isbeing directed into the chamber 228 at the left end of the casing 220and :at this time the land 232 of kickdcwn valve 230 has been movedrightwardly to such a degree that the chamber 228 is now connected tothe conduit 235 (see FIG. 2) so that throttle pressure (substantially 90psi.) will be directed to the kiclcdown areas at the right ends of eachof the shift valve units and 240. Another force that opposes themovement of the kickdown valve 230 rightwardly to kickdown position isthat force resulting from the compression of the spring 124 as thekickdown valve end 230a is moved towards engagement with the throttlevalve end 120a. It is thought that the foregoing description of FIGS. 1through 3 clearly explains the invention relating to the novel structurefor throttle control and kickdown operation in the disclosedtransmission control system. Furthermore, the specific arrangement shownin FIGS. 1 through 3 material-1y simplifies the kickdown and throttlepressure controls and eliminates the need for a spring detent or thelike to advise the transmission operator when kickdo-wn is established.The arrangement disclosed provides a builtin hydraulic detent means forkichdown operation that positively advises the operator when he hasdepressed the accelerator to the wide open throttle position just priorto effecting of the kickdown operation.

I claim:

1. In a transmission control system, a combination kickdown and throttlepressure control valve comprising a casing having an axially extendingvalve receiving bore and a plurality of ports piercing the casing andconnecting to axially spaced portions of said bore, a kickdown valve,and a throttle pressure control valve mounted in spaced .seriesarrangement within said valve bore and 'shiftable axially thereofindependently and conjointly relative to each other, shift ofsaidthrottle valve axially of said bore across a line pressure fluid inletbetween the ends of said bore providing a metered throttle pressuresupply to a throttle pressure chamber intermediate the ends of saidvalve bore, a compressible resilient means arranged be tween andinterconnecting said kickdown and throttle.

pressure control valves, a sleeve piston-mounted in one end of said boreand arranged concentrically about said kickdown valve for axial movementboth relative to the kichdown valve and conjointly therewith, and avalve operator arranged to engage and shift said kickdown valveindependently of said piston for a predetermined movement after whichfurther movement of the kickdown valve by said valve operator causesconjoint movement of said kickdownvalve and said piston, the portion ofsaid bore between said sleeve piston and said kickdown valve beingconnected by conduit means with a reaction chamber at the end of saidbore adjacent said throttle valve and with the throttle pressure chamberof said valve bore to apply throttle pressure there-to, the throttlepressure applied to said piston opposing movement of the throttle valvetowards said piston and cooperating with the throttle pressure in saidreaction chamber to permit normal opera tion of said throttle valve withminimum effort due to the opposed forces applied thereto.

2. In a transmission control system, .a combination kickdown andthrottle pressure control valve comprising a casing having an axiallyextending valve receiving :bore and a plurality of ports piercing thecasing and connecting to axially spaced portions of said bore, akickdown valve and a throttle pressure control valve mounted in spacedseries arrangement within said valve bore and shiftable axially thereofindependently and conjointly relative to each other, shift of saidthrottle valve axially of said bore across a line pressure fluid inletbetween the ends of said bore providing :a metered throttle pressuresupply to a throttle pressure chamber intermediate the ends of saidvalve bore, a' compressible resilient means. arranged between andinterconnecting said kickdown and throttle pressure control valves, asleeve piston mounted in one end of said bore and arrangedconcentrically about said kickdown valve for axial movement bothrelative to the kickdown valve and conjointly therewith, and a valveoperator arranged to engage and shift said kickdown valve independentlyof said piston for a predetermined movement after which further movementof the kickdown valve by said valve operator causes conjoint movement ofsaid kickdovvn valve and said piston, the portion of said bore betweensaid sleeve piston and said kickdown valve being connected by conduitmeans with a reaction chamber at the end of said bore adjacent saidthrottle valve and with the throttle pressure chamber of said valve boreto apply throttle pressure thereto, said kichdown valve cooperating with.a bore port normally located between said valves and with saidresilient means to control the throttle pressure force required toeffect the kickdown operation, the throttle pressure applied to saidpiston opposing movement of the throttle valve towards said piston andcooperating with the throttle pressure in said reaction chamber topermit normal operation of said throttle valve with minimum effort dueto the opposed forces applied thereto.

3. In a transmission control system, 'a combination kickdown andthrottle pressure control valve comprising a casing having an axiallyextending valve receiving bore and a plurality of ports piercing thecasing and connecting to axially spaced portions of said bore, akickdown valve and a throttle pressure control valve mounted in seriesarrangement within said valve bore and shift-able axially thereofindependently and conjointly relative to one an- .other, a resilientmeans arranged between and interconnecting said kickdown and throttlepressure control valves, a compressible sleeve piston mounted in saidbore and arranged concentrically about said kickdown valve for axialmovement both relative to the kickdown valve and conjointly therewith,and .a valve operator arranged to engage and shift said kickdown valveindependently of said piston for a predetermined movement after whichfurther movement of the kickd-own valve by said valve operator causesconjoint movement of said kickdown valve and said piston, shift of saidthrottle valve axially of said bore across a line pressure fluid inletbetween the ends of said bore providing a material throttle pressuresupply to a throttle pressure chamber intermediate the ends of saidvalve bore, said casing having conduits to apply said throttle pressurefluid to a reaction chamber at one end of the throttle pressure controlvalve to cause movement thereof towards the :other end of said casing,ports located so that movement of the throttle control valve axially ofthe bore will produce regulation of the throttle pressure fi-uid passingthrough the casing bore, a conduit applying throttle pressure fluid tosaid piston to urge said piston References Cited in the file of thispatent UNITED STATES PATENTS 2,733,732 Baker Feb. 7, 1956 2,792,716Christensen May 21, 1957 2,851,906 De Lorean Sept. 16, 1958 2,919,597Borman Jan. 5, 1960 2,926,543 Holdeman et a1 Mar. 1, 1960 Borrnan et a1.Aug. 7, 1962

1. IN A TRANSMITTING CONTROL SYSTEM, A COMBINATION KICKDOWN AND THROTTLEPRESSURE CONTROL VALVE COMPRISING A CASING HAVING AN AXIALLY EXTENDINGVALVE RECEIVING BORE AND A PLURALITY OF PORTS PIERCING THE CASING ANDCONNECTING TO AXIALLY SPACED PORTIONS OF SAID BORE, A KICKDOWN VALVE ANDA THROTTLE PRESSURE CONTROL VALVE MOUNTED IN SPACED SERIES ARRANGEMENTWITHIN SAID VALVE BORE AND SHIFTABLE AXIALLY THEREOF INDEPENDENTLY ANDCOJOINTLY RELATIVE TO EACH OTHER, SHIFT OF SAID THROTTLE VALVE AXIALLYOF SAID BORE ACROSS A LINE PRESSURE FLUID INLET BETWEEN THE ENDS OF SAIDBORE PROVIDING A METERED THROTTLE PRESSURE SUPPLY TO A THROTTLE PRESSURECHAMBER INTERMEDIATE THE ENDS OF SAID VALVE BORE, A COMPRESSIBLERESILIENT MEANS ARRANGED BETWEEN AND INTERCONNECTING SAID KICKDOWN ANDTHROTTLE PRESSURE CONTROL VALVES, A SLEEVE PISTON MOUNTED IN ONE END OFSAID BORE AND ARRANGED CONCENTRICALLY ABOUT SAID KICKDOWN VALVE FORAXIAL MOVEMENT BOTH RELATIVE TO THE KICKDOWN VALVE AND CONJOINTLYTHEREWITH, AND A VALVE OPERATOR ARRANGED TO ENGAGE AND SHIFT SAIDKICKDOWN VALVE INDEPENDENTLY OF SAID PISTON FOR A PREDETERMINED MOVEMENTAFTER WHICH FURTHER MOVEMENT OF THE KICKDOWN VALVE BY SAID VALVEOPERATOR CAUSES CONJOINT MOVEMENT OF SAID KICKDOWN VALVE AND SAIDPISTON, THE PORTION OF SAID BORE BETWEEN SAID SLEEVE PISTON AND SAIDKICKDOWN VALVE BEING CONNECTED BY CONDUIT MEANS WITH A REACTION CHAMBERAT THE END OF SAID BORE ADJACENT SAID THROTTLE VALVE AND WITH THETHROTTLE PRESSURE CHAMBER OF SAID VALVE BORE TO APPLY THROTTLE PRESSURETHERETO, THE THROTTLE PRESSURE APPLIED TO SAID PISTON OPPOSING MOVEMENTOF THE THROTTLE VALVE TOWARDS SAID PISTON AND COOPERATING WITH THETHROTTLE PRESSURE IN SAID REACTION CHAMBER TO PERMIT NORMAL OPERATION OFSAID THROTTLE VALVE WITH MINIMUM EFFORT DUE TO THE OPPOSED FORCESAPPLIED THERETO.